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(No Model.) 3 Sheets-Sheet 1.

S. CURLIN.

SWITCH.

No. 337,745. Patented Mar. 9, 1886.

2 t e e h S S t e e h s 3 N In Tum m W a S (No Model.)

Patented Mar. 9, 1886.

( No Model.) a SheetsSheet s. S. OURLIN.

SWITCH.

No. 337,745. Patented Mar. 9, .1886.

llnrrso TATES arena tries.

SETH (DUBLIN, OF LOUISVILLE, KENTUCKY, ASSIGNOR TO THE OURLIN SWITCH AND CROSSING COMPANY.

SWITCH.

SPECIFICATICIJ forming part of Letters Patent No. ss'mes, dated March 9, 1885,

Application filed December 17, 1885.

To all whom, it may concern:

Be it known that I, SETH CURLIN, a citizen of the United States, residing at Louisville, in the county of Jefferson and State of Kentucky, have invented certain new and useful Improvements in Switches, of which the following is a specification, reference being had therein to the accompanying drawings.

This invention relates to railway track switches; and the novelty consists in the construction, arrangement, and adaptation of parts, as will be more fully hereinafter set forth, and specifically pointed out in the claims.

The invention is designed as an improvement upon the devices set forth in patents to me, Nos. 316,836 and 309,770, in which patents all the movable parts of the switch were operated simultaneously by a single shaft, and in which the switch or movable rails were split in the web to allow the tread to be passed over the main rail.

My invention designs to have the switch absolutely auxiliary to the main trackthat is to say, the switch, whether open to the main line or siding, does notadd to or take from the construction, strength, or form of the main track. The main track, at the point of the road where the switch is l catcd, differs in no sense from said track at other points along the road.

I provide that the car wheels in passing to a siding shall cross the main track on a higher plane without coming in contact therewith; and I provide additional strength and security to the movable parts, which allow this operation.

I provide for automatically throwing the switch from the main track by contact of a passing train, and for the simultaneous movement of all parts necessary to place the switch open or closed relatively to the main track, whether the movement is accomplished by an attendant or by a passing train.

I provide ior operating the switch parts separately when desired-that is to say, I arrange that one part of the switch may be open to the siding while the other part is open with the main track-thus allowing the engine to be backed down the main track, and to catch by Serial No. 185,944. (No model.)

a switch-rope a car and to carry it along the main track while the engine runs on the siding.

I provide a peculiar and improved arrangement of cranks and box-connections between such cranks and the switch-rods, which allow ready adjustment of parts.

These and other features of advantage and improvement are illustrated in the accompanyiug drawings, which form a, part of this specification, and in which-- Figure l is a plan view of a section of a railroad, illustrating my invention, the switch being open to the siding and the main track closed. Fig. 2 is a similar figure, showing the switch closed to the siding and the main track clear or open. Fig. 3 is an enlarged plan of the right-hand switch-section. Fig. 4 is a detail section of the two operating rock-shafts, with their levers coupled together by an ordinary padlock. Fig. 5 is an enlarged plan of the left-hand switclrsection. Fig. 6 is a crosssection taken on the line 00 x of Fig. 3. Fi 7 is a detail cross-section on the line y y of Fig. 8. Fig. 8 is a similar section on the line z .2, Fig. 3. Fig. 9 is a perspective detail of the recessed side of one of the movable carrier parts or frog-rails, and Fig. 10 a reverse view of the same rail, also in perspective. Figs. 11 and 12 show reverse sides, in perspective, of the movable carrierqioint of the siding. Fig. 13 isa detail perspective of the trip-rail. Figs. 14 and 15 are detail views of the couplings be tween the cranks and the switch-rods.

For convenience of this description I shall designate the movable parts by names which indicate their function.

A and A designate the fixed rails of the main track, and B and B the fixed rails of the siding.

G and O designate the switch-rails, which, thrown into contact with the main rails, throw the main track into connection with or open to the siding.

I) and D designate the carrieror frog rails, the former being pivoted at d, between the main rails, and the latter at (1, outside the main rail A, but both being movable parts of the siding-rail B.

E designates the trip'rail, pivoted at e between the main rails.

55 automatically open the main track to a pass- F and F are two rock-shafts, arranged in the same plane, having upon their contiguous ends levers f and f, respectively, the two levers being susceptible of independent movement, when desired, or, when coupled together by means, as of a padlock, F", of being operated simultaneously. The shaft F has connec tions for operating the switch-rails (J C, while the shaft F has connections for operating the two frog or carrier rails D D in opposite directions simultaneously, and also for moving the trip-rail E. The switch-rails C C are rigidly but adjustably connected together by a rod, 0, to which is pivoted at c a rod, 0, which, by a strap couplingfis adjustably secured to a crank, formed in or upon the shaft F.

Upon the shaft F are formed two cranks, j j, which extend in opposite directions, and are embraced in the bends by W rought-metal straps H, the arms of which are clamped to a castmetal block, 72, having lugs h, which engage recesses in said arms and prevent movement. A rod, j, connects the frog-rail D with the crank j and has a threaded portion which passes through the strap H and block h and jam-nut hfia'nd allows the ready adjustment of the rod j with relation to the crank j. A rod, j by similar means connects the frog or carrier rail D with the crank j. The cranks j and j being, as stated, arranged on opposite sides of the shaft F, it follows that a movement of said shaft in either direction will simultaneously move the two rails D D in opposite directions, essentially, to throw them together and in connection with the main rail A, or apart and out of such connection. The cranks j j are so arranged with relation to the operating-lever f and the rails D D that when said rails are in position, as seen in Fig. 3, the cranks are slightly past their centers of action and will resist all strain from said rails. .This

feature is important, as, if the crank should not be fairly on or past the center, a jarring and the intense strain might turn the shaft to allow the rails D D to separate.

E designates the trip-rail. It is pivoted at e, and by a link rod, k, is connected to a crank, k", formed on theshaft F, upon a plane at substantially right angles to that of either of the cranks j or j. The arrangement of the cranks j His such that whenever the frog-rails D and D are thrown togetherand into engagement with the main rail A, the trip-rail Eis thrown into engagement with the main rail A, as seen in Fig. 3. The purpose of the trip-rail E is to ing train in the direction from right to left, as shown in Fig. 1, and serving to throw the rail E inward and to rock the shaft F to throw the frog-rails D D away from the rail A.

I give a peculiar form of the trip-rail. It

performs an important function, and should be positive in its action. this rail E horizontally, and then by proper dies forcethe treadinto a curve or bend, as seen at k. This curved portion is has then an-incline in both directions, and as the tread I split the web ofof the rail is slightly above, the plane of that of the main rail the flange of the wheel of the passing car comes in contact not only wit-h an inclined side, but with a surface which is curved from above downward, and slightly above the plane of the track, 'so as tobe. hit by the wheel before the tread of thewheel'has reached a point opposite.

In my former patent, hereinbefore referred to, I show and describe a rail split horizontally and bent to throw the tread over a main track; but while such a construction is useful and efficient for some purposes, I have improved upon it to makethe parts more re- 'liable.' V

It is desirable that a switch'or frog railshould possess all the strength that/is within the limits of the material used. The split rail is not as strong as the solid rail, nor is it so well calculated to withstand the peculiar lateral strain which such a rail is called upon to .7 resist.

In my present invention I construct the .frograils D and D of a form to correspond with.

the contour of the main rail, and leave the web of the rail intact. The plane of the web is deflected, but it retains all of the metal and i is not severed. I form a die of contour, corresponding to that of the main rail, and while the rail D is held in proper bearings I force the heated metal of such rail D by the said die into the form shown in Figs. 9 and 10,

Fig. 9 showing the recess D formed in both flange and web. At the right-hand side of Fig. 6 the rail D is shown in its relation with the main rail A, d showing the web and d the flange. A portion of the web has a fair bearing upon the tread of the rail A, while the flange and web both closely match against such rail. The rail D is similarly swaged to provide a recess, D which makes it match closely upon the opposite side of the rail A, a portion of its web d having a fair bearing upon the tread of the rail, (see Fig. 8,) while its end is beveled off to correspond with the tread of the rail D, against which it abuts.

The flanges d and d of both'th'ese rails D and l tire strength of the metal, makea closer and more reliable joint, and by increasing'the bear.- ing-surfaces I render the parts more durable. Each rail D or D has a fair bearing upon the main rail A, both upon the tread and sides, and each has a large lateral bearing upon the other, as seen in Figs. 3 and 7. These rails are only in use when thus connected, and when in use they have a maximum bearing-surface on adjacent parts, while each rail has the maximum strength which accrues to its material. y

I attach importance to the construction of the duplex rock-shaft and the capacity which it gives for allowing the frog-rails to be ma- CG. Of course it will be understood that ordinarily the leversff are locked together, and theswitch-rails,frog-rails, and trip-rail are manipulated simultaneously; but I provide that in certain contingencies the frog-rails D D may be in the position shown in Fig. 1, while the switch-rails are in the position shown in Fig. 2. This may be readily accomplished by uncoupling the levers ff and throwing over the shaft F, while the leverfand shaft F are not moved. \Vhen thus conditioned, the engineer is enabled to back his engine down to the junction of the rails O G with the siding-railsB B, and by a switch-rope he may attach to a car standing upon the main track. \Vhen he starts his engine, it will be noticed that while the engine takes the siding the car being hauled may take the main track, it only being necessary to have the rope long enough to allow the engine to uncover the rail D before the car reaches the rail D.

Having thus fully described the invention, what I claim as new, and desire to secure by Letters Patent, is

1. In a railroad switch, substantially as described, the combination, with frog-rails and switch-rails, of a rock-shaft formed in two parts and connected with said movable parts, and means for operating such shaft and parts simultaneously or independently, as and for the purposes set forth.

2. The combination, with the frog-rails and connections, and wit-h the switch-rails and connect-ions, of the rock-shaft formed in two parts arranged upon contiguous ends in such proximity to each other as to operate together or separately, as described, as set forth.

3. The combination, with the movableparts described, and with the two-part rock-shaft F F and connections, of the leversf and f, and coupling means, as F all arranged and operating as and for the purposes set forth.

4., In a railroad-switch, as described, the combination. with a main rail, A, of apivoted trip-rail, E, having its web split horizontally and the tread bent laterally to provide inclines in two opposite directions, the said bent portion lying above the plane of the main rail and presenting an oval contact surface in opposite directions, as set. forth.

5. In a switch, the combination, with the movable parts and with operating-cranks, of a strap engaging the crank, and a rod conmeeting said strap with the part to be removed,

and seen red adjustably to the strap by jamnuts embracing opposite sides, as set forth.

(5. The combination, with the cranks and movable rails of a switch, of the straps H, bent to embrace the crank, and receiving blocks h, with lugs h, thcthrcaded rodspassing through both straps and blocks and secured by adjustable jam-nuts h, as set forth.

7. In a railroad-switch, a movable carrier or frog rail, as D, having a portion ofits web and base flanges swaged by a die to correspond with the surface of the main rail against which it bears, and having its web deflected to rest against and upon the head of the main rail, and its head to rest fairly on said main rail, as set forth.

8. The combination. with the rail A, of the frog-rails D and D, swaged, as shown, to form recesses D" and D", respectively, which match closely against the main rail, and having portions of their webs and head to rest above and upon the tread ofthe main rail, as set forth.

In testimony whereof [affix my signature in presence of two witncsse SETH GURLIN.

Vitnesses:

Jos. FoRRnsr, S. O. EDMONDS. 

